ES2739385T3 - Procedure and device for managing electrical energy storage assemblies for the electrical supply of an electric motor vehicle - Google Patents

Abstract

Procedure for controlling the operation of the power supply of a vehicle (3) with an electric motor, this vehicle (3) comprising: - at least two energy storage modules (11) connected in parallel, said modules being suitable (11) to provide the electric motor (4) of the vehicle with a supplied electric power comprised between a predetermined minimum power and a predetermined maximum power, - a power controller (12) which allows controlling the power supplied by the modules (11) according to the power required by the user of the vehicle, and - a treatment unit (2) that allows diagnosis of said modules (11) and directing said power controller (12), this procedure comprising the following steps: - detecting (100, 110) a malfunction of at least one defective module, by said treatment unit (2), this procedure being characterized by and the power controller (12) comprises a capacitor mounted in parallel with a power inverter sent to said electric motor and by which said method also comprises the following steps, performed after said detection stage: - govern (120, 130 ) said treatment unit (2) so as to act on said power controller (12) to decrease the maximum power provided by the modules to the electric motor, while maintaining it strictly superior to a zero power, said maximum power corresponding to said power controller (12) at a threshold power of the controller, - electrically disconnecting (140) each defective module after the stage of decreasing the maximum power executed by said power controller (12).

Description

DESCRIPTION

Procedure and device for managing electrical energy storage assemblies for the electrical supply of an electric motor vehicle.

Technical field

The present invention relates to the general technical field of electrical energy storage assemblies.

More particularly, the invention relates to the field of modules comprising at least two electrical energy storage assemblies.

In the context of the present invention, "electric energy storage assembly" means a capacitor (ie, a passive system comprising two electrodes and an insulator) or a supercapacitor (that is, a system comprising two electrodes, a electrolyte and a separator) or a lithium battery type battery (i.e., a system comprising an anode, a cathode and an electrolyte between the anode and the cathode). General presentation of the prior art

Modules are known, also known as a battery pack comprising a box in which several electrical energy storage assemblies are arranged, which are elementary battery cells connected in series by connection means.

These modules also comprise an electronic management card, particularly for the management of the load and discharge of the electrical energy storage assemblies or the security within the module.

The module can be used to electrically power an electric motor vehicle such as a bus, a truck or a car. For this, the vehicle comprises, downstream of the batteries, a variator that allows the power transmitted to the engine to be varied depending on external orders, particularly from the user.

Each vehicle can comprise a plurality of modules connected in parallel, this being particularly valid when the power needs of the vehicle are high.

One of the current difficulties concerns the management of the operation of these modules, particularly when the characteristics of the modules diverge due to a specific or non-functional dysfunction of one of the battery packs.

Document DE 102011 011 799 describes a procedure for controlling the operation of the power supply of an electric vehicle. This vehicle comprises several energy storage cells and / or several energy storage branches that together form a device, such as a battery. Although this document provides for the possibility of deactivating a part of the defective storage branches or a branch that contains a defective cell, it is not foreseen to do so after the minimum power has decreased and this by a power controller. However, this has the advantages described below.

An objective of the present invention is to propose a method and a system that allow controlling the operation of the electrical energy storage modules of an electric motor vehicle comprising at least two electrical energy storage modules connected in parallel.

Presentation of the invention

For this purpose, there is provided a method of controlling the operation of the power supply of an electric motor vehicle comprising at least two energy storage modules connected in parallel, said modules being able to provide the motor with a supplied electrical power comprised between a predetermined minimum power and a predetermined maximum power, notable in that the method comprises the steps according to independent claim 1.

The vehicle comprises a power controller that allows the power supplied by the modules to be controlled based on an order of a user, the maximum power corresponding to a threshold power of the controller, the decrease of the maximum power being effected by order of the power controller .

Thus, when the vehicle is running, the disconnection of a faulty power module is allowed without having to stop the vehicle.

This allows:

- high security, on the one hand, in particular by limiting the risks of degradation of the energy storage modules as a result of an important current exchange between the energy storage modules,

- a good flexibility of use for the user, on the other hand, in particular by authorizing the electrical disconnection of an energy storage module without obligation for the user to stop the electric vehicle.

Limiting the maximum power supplied to the motor prior to disconnection of the energy storage module allows:

- avoid putting the vehicle in trouble if the user requests a very large power at the time of disconnection, which would entail the risk of creating damage at the level of the disconnection mechanism (power contactors),

- prevent the disconnection of the defective energy storage module from being delayed too long.

Preferred, but not limiting aspects of the device according to the invention are the following:

- the decrease stage may include the sub-stages consisting of:

^or govern the decrease in maximum power that can be provided by the modules, and then

or wait for a predetermined period of time before performing the disconnection stage;

governing the disconnection of the defective module after a predetermined period of time makes it possible to ensure that the maximum power supplied to the motor is reduced well when the module disconnection stage is performed,

- as a variant, the decrease stage may comprise the sub-stages consisting of:

^or govern the decrease in maximum power that can be provided by the modules, and then

or acquire at least one parameter linked to engine power,

or verify that said at least one parameter satisfies a power reduction criterion:

• if said power reduction criterion is satisfied, then the disconnection stage is performed,

• if not, return to the acquisition stage of said at least one parameter linked to the engine power;

The parameter linked to the power of the motor can be, for example, the power of the engine, the travel speed of the vehicle, the intensity of the current flowing through the motor or the drive, etc .;

the fact of conditioning the disconnection of the defective module to the satisfaction of a criterion allows, on the one hand, to ensure that the maximum power supplied to the motor has decreased well before disconnecting the module and, on the other hand, limiting the duration between the effective decrease of the maximum power and the disconnection of the defective module;

- the detection stage may comprise, for each module, the following sub-stages:

^or acquire at least one representative parameter of characteristics of the module considered, and

^or for at least one parameter, compare the parameter value with at least one predetermined threshold value to identify a possible malfunction of the module considered; The representative parameter of the characteristics of the module can be, for example, the voltage at the terminals of the module or the electrical current through it, the temperature of the module, etc.

An anomaly can be detected if a parameter exceeds a threshold value or if a particular combination of parameters exceeding the threshold value is obtained or not;

- the method further comprises a step of increasing the maximum power that can be provided by the modules, said step being performed after the disconnection stage. This stage, like any stage of decrease or increase in power, is obtained in particular by governing the power controller;

this allows the user to use his vehicle particularly after disconnection of the defective module;

- the method further comprises a step of transmitting an alert signal to a sound or visual warning of the vehicle to inform the user of the anomaly and / or disconnection;

this allows the user to be informed of the anomaly in order to adopt the measures adapted to his next and eventual loss of speed,

- the decrease stage consists in continuously decreasing the maximum power that can be provided by the modules, so that the maximum power variation is progressive, particularly linear;

this allows to avoid a brutal fall in the speed of movement of the vehicle and, therefore, limits the risks of accidents,

- the method further comprises a waiting stage of a predetermined time between the detection stage and the decrease stage;

This timing allows the user to leave enough time to adapt their behavior to their next and eventual loss of speed,

- the method comprises, when at least one start of the vehicle takes place, a preload stage of the power controller, such as a drive, which allows the power supplied by the modules to be controlled according to an order of a user, said control comprising preload stage the electrical connection of the power controller to a given module in order to increase the voltage at the terminals of the power controller prior to its connection to the module assembly;

the preload stage allows limiting the risks of degradation of the power controller by raising the voltage at its terminals to a value close to the voltage at the terminals of the given module;

- the preload stage comprises a sub-stage consisting of selecting a different given module at each start of the vehicle;

the fact of using a different module at each start to perform the preload stage allows limiting the risks of degradation of a particular module and allows the aging of the different modules to be homogenized;

- the preload stage comprises, before the selection sub-stage of a different given module, a sub-stage that consists in determining a group of defective detected modules when the previous start of the vehicle takes place, the selection sub-stage consisting in selecting a given module of between modules that do not belong to the group of defective detected modules,

- at least one energy storage module, particularly each storage module, comprises a plurality of elementary battery cells connected in series.

The invention also relates to a control system for the operation of the power supply of an electric motor vehicle comprising at least two energy storage modules connected in parallel, said modules being able to provide the motor with a supplied electrical power comprised between a predetermined minimum power and a predetermined maximum power, the system comprising:

- means for detecting a malfunction of at least one defective module, - means for reducing the maximum power that can be provided by the modules, so that the maximum power remains strictly greater than a zero potential,

- means for disconnecting each defective module.

The system according to the invention is programmed to perform the steps of the process described above, in particular thanks to a treatment unit.

The system according to the invention also comprises a power controller that allows controlling the power supplied by the modules according to an order of a user, the maximum power corresponding to a threshold power of the controller, comprising the means of decreasing the maximum power control means of the power controller.

The invention also relates to a computer program product comprising program code instructions recorded on a support usable in a computer, notable in that it comprises instructions for performing the procedure described above.

Presentation of the figures

Other features, objectives and advantages of the present invention will still be apparent from the following description, which is only illustrative and not limiting and from the accompanying drawings in which: - Figure 1 schematically represents an electric motor vehicle ,

- Figure 2 represents an example of an electric motor vehicle power control procedure,

- Figure 3 partially represents elements that make up an electric motor vehicle, - Figure 4 schematically represents an electric energy storage unit.

Description of the invention

Different embodiments of the module according to the invention will be described below with reference to the figures. In these different figures, the equivalent elements have the same reference numbers.

1. General principle of operation

Referring to Figure 1, an example of a control system 2 of the operation of the power supply of a vehicle 3 with an electric motor 4 has been illustrated.

The vehicle 3 comprises an electric energy storage unit 1 that includes:

- three parallel energy storage modules 11 mounted in parallel, and

- a power controller 12 mounted in series with the three modules 11, downstream of these three modules.

Each module 11 comprises a plurality of electrical energy storage assemblies 11 - battery-type - that allow the storage of electrical energy for later return to the electric motor 4 of the vehicle 3. The power controller is adapted to control the power supplied to the electric motor depending on a user order, the value of the power supplied by the modules can vary between a predetermined minimum power value (zero power) and a predetermined and adjustable maximum power value.

The vehicle 3 also comprises a treatment unit 2 connected to the modules 11. The treatment unit 2 comprises, for example, a computer / s, a processor / s, a microcontroller / s, a / a microcomputer / s, a programmable automaton / s, an application-specific integrated circuit / s or other devices known to the person skilled in the art.

The treatment unit 2 makes it possible to direct the operation of the electric energy storage unit 1. The treatment unit 2 particularly allows to direct the loading and unloading of the modules 11, as well as the diagnosis of the modules 11. The unit of treatment also allows directing the power controller. In particular, the treatment unit is suitable for configuring the power controller, particularly by varying the value of the threshold power of the controller or the maximum power that can be provided by the modules 11 and, therefore, the maximum power that can be required by the engine electrical 4. The communication of the treatment unit with the modules 11 is direct while the communication with the power controller is indirect, through a supervisor, as set forth below.

The treatment unit 2 is programmed to perform the procedure illustrated in Figure 2. The principle of operation of the treatment unit 2 is as follows.

In the course of the operation of the electric vehicle 3, the treatment unit 2 monitors (stages 100, 110) the eventual anomalies of the modules 11. This phase of monitoring the occurrence of possible anomalies will be described in greater detail below with reference to Figure 3

When the treatment unit does not detect anomalies, the maximum power that can be supplied by the modules 11 is equal to an initial value.

When the treatment unit 2 detects an anomaly in a module 11, the treatment unit 2 instructs the power controller 12 to limit the maximum power that can be supplied by the modules 11 (steps 120, 130). More precisely, the treatment unit 2 replaces the initial value of the maximum power with a limited value lower than the initial value as long as it is different from a zero power, which has an influence on the maximum speed of the vehicle.

Once the maximum power value has decreased, the treatment unit 2 orders the disconnection of the defective module 11 (step 140). Limiting the power supplied to the engine prior to disconnection of the defective module 11 allows:

- avoid the risk of degradation of the other modules 11, particularly in the case of a significant exchange of electrical current between the modules 11 when the disconnection of the defective module 11 takes place,

- not to put the vehicle in trouble, particularly if the user demands a very large power to the modules 11 at the time of disconnection, which would entail the risk of creating damage at the level of the disconnection mechanism (governed switches, etc.), Y

- limit the duration between the detection of a fault in a module 11 and the disconnection of the defective module 11.

Thus, the treatment unit 2 described above allows the disconnection of a defective module 11 without requiring a stop of the vehicle 3.

The disconnection of the defective module 11 (that is, the step from the stage of decrease of the maximum power to the disconnection stage of the module) can intervene when a disconnection criterion is satisfied.

For example, in one embodiment, the treatment unit 2 comprises a sensor that allows measuring one (or several) parameter (s) - called "operating parameter" - linked to the power of the motor 4. This measurement allows detecting a decrease in the maximum power supplied to the motor 4. When the value (s) of this or these operating parameters indicate to the treatment unit 2 that the maximum power provided by the modules 11 has been decreased, the treatment unit 2 performs the disconnection of defective module 11 (step 140). This makes it possible to ensure that the decrease in the maximum power supplied to the motor is effective prior to disconnection of module 11.

As a variant, the disconnection of the defective module 1 can be governed after a predetermined period of time.

For example, in one embodiment, the disconnection of the defective module 11 by the treatment unit 2 is carried out after a predetermined period of time from the detection of the anomaly. This allows to ensure that the disconnection of the module 11 is carried out after the decrease of the maximum power, on the one hand, and to limit the number of sensors used by the treatment unit 2, on the other hand. After the electrical disconnection of the defective module 11, the treatment unit 2 can be programmed to restore the initial value of the maximum power assigned to the motor 4 (step 160). More particularly, after disconnection of the defective module, the treatment unit 2 replaces the limited value of the maximum power supplied to the motor 4 (threshold power of the power controller) with the initial value of power. The user can then use his vehicle 3 particularly after disconnection.

This variant embodiment is particularly realized when the vehicle comprises at least three electrical energy storage modules 1 connected in parallel.

In an exemplary embodiment, the treatment unit 2 can replace the first limited maximum power value with a second limited maximum power value:

- greater than the limited power value e

- less than or equal to the initial value.

Optionally, the treatment unit 2 can inform the user of the detection of an anomaly on one of the modules 11. To inform the user, the treatment unit 2 can transmit information on the display means or the sound signal emission means .

The processing unit 2 can also transmit a message to the user, indicating the problem detected and the actions that will be carried out to solve this problem. The message can be transmitted through the vehicle's instrument panel (on-board computer, pilot, @) visually and / or audibly.

Advantageously, the disconnection of the defective module 11 by the treatment unit 2 can be carried out after a given period of time from the transmission of the message to the user. This allows the user to take the appropriate measures from his next and eventual loss of speed.

2. Failure detection phase

Referring to Figure 3, some elements of an electric motor vehicle have been functionally illustrated.

The vehicle comprises a supervisor 5, a treatment unit 2 and an electric energy storage unit 1.

The supervisor 5 makes it possible to direct the treatment unit 2 that manages the energy storage unit 1 and communicates with the different organs of the vehicle such as, for example, the electric motor, the instrument panel and the power controller 12 by means of at least one communication bus. In other words, the supervisor supervises and communicates with all the organs of the vehicle, with the exception of the energy storage modules 1, directed directly by the treatment unit 2.

The storage unit 1 particularly comprises three modules 11 mounted in parallel. The modules 11 allow the storage of electrical energy. They are connected to the electric motor 4 by means of a power connection 41 and a technical interconnection zone 42. The modules 11 are further connected by means of a power connection 43 to an electrical connector 44. This electrical connector 44 is intended for connect to an external charger 45 in order to allow the power supply of the modules 11. The modules 11 are also connected to the treatment unit 2.

The treatment unit 2 is connected:

- to supervisor 5 by means of a first communication bus 51 such as a "controller zone network" bus (or "CAN" bus, acronym for the Anglo-Saxon expression "Controller Area Network");

- to the modules 11 by means of a second communication bus 121.

The treatment unit 2 is adapted to detect one (or several) anomalies that occur in one (or several) of the modules 11.

More precisely, the treatment unit 2 is suitable for:

- obtain information on each of the modules 11 and other elements of the vehicle through the supervisor and the first CAN communication bus, and

- issue orders based on this information:

or towards the storage unit 1 to decrease the maximum power supplied to the motor 4, disconnect a defective module 11, etc., and

or to vehicle 3 to notify the user of a fault of a defective module 11, etc.

The (or) operating parameters according to which / of which the treatment unit 2 is capable of detecting one (or several) anomalies may be included in the following list:

- the voltage at the terminals of modules 11,

- the intensity that passes through the modules 11,

- the temperature of the modules 11,

- the characteristic of the signals that reach the supervisor 5 (for example, emergency stop request), - the electrical characteristics of at least one component of the modules 11.

The disconnection parameter (s) according to which / of which the treatment unit 2 is capable of causing the disconnection of the defective module (s) 11 may be included in the following list:

- engine power 4,

- vehicle speed 3,

- current flowing through an electric organ, particularly power controller 12, etc.

The principle of operation of the treatment unit 2 is as follows.

In the course of using the vehicle, the treatment unit 2 monitors the operating status of the modules 11.

In particular, the treatment unit 2 acquires one (or some) operating parameter (s), measured, for example, in situ in the modules 11 by adapted sensors such as voltage, current, temperature sensors, etc. ., via the first CAN 51 communication bus and / or the second communication bus 121. Each acquired operating parameter is compared with a threshold value by the treatment unit 2.

If the result of the comparison satisfies a normal operating criterion, then none of the modules 11 is defective. For example, if the temperature of the modules 11 is lower than a predetermined limit temperature stored in the memory, then the modules 11 are in a normal operating state. The processing unit 2 continues the acquisition and comparison of the operation parameter (s) with the threshold value (s).

When the result of the comparison does not meet the normal operating criteria, then one of the modules 11 is defective. For example, if the temperature of a module 11 exceeds the predetermined limit temperature stored in memory, then this module 11 is defective.

The treatment unit 2 transmits to the supervisor 5 through the first communication bus, an information signal to eventually notify the user of the dysfunction. The treatment unit 2 transmits to the power controller 12 through the first communication bus 51, a command signal to decrease the maximum power supplied by the modules.

The treatment unit 2 verifies whether the decrease in the maximum power supplied to the engine is effective or not. For this, the treatment unit 2 acquires one or more disconnection parameters. Each disconnection parameter acquired is compared with a threshold value to verify that a criterion regarding the decrease in the maximum power supplied to the motor is satisfactory. For example, the treatment unit 2 acquires the travel speed of the vehicle, a current or a power of the engine and compares it with a setpoint value.

If this criterion is not satisfied, the treatment unit 2 does not order the disconnection of the defective module and the acquisition of the disconnection parameter (s) begins again after a delay.

If this criterion is satisfied, the treatment unit 2 orders the disconnection of the defective module. More precisely, the treatment unit 2 transmits a disconnection signal to the storage unit 1 via the second communication bus 121 to disconnect the defective module 11.

Once the defective module 11 is disconnected, the treatment unit 2 can order the increase in the maximum power supplied by the modules 11. More precisely, the treatment unit 2 transmits to the power controller 12 through the first communication bus 51 and the supervisor, a command signal to increase the value of the maximum power supplied to the motor (controller threshold power).

3. Disconnection phase of a defective module

Referring to FIG. 4, an example of an electrical energy storage unit 1 is illustrated in greater detail. This electrical energy storage unit 1 comprises three modules 11 connected in parallel and a power controller 12.

Each module 11 comprises a plurality of electrical energy storage assemblies (not shown) connected to each other in series. Each module 11 is associated with:

- a governed switch K2 connected to the positive terminal of the module,

- a heating unit connected in parallel with the module 11, the heating unit comprising an electric heating resistor 13 mounted in series with a governed switch K4,

- a preload circuit 14 connected to the positive terminal of the module, comprising the preload circuit 14:

^or a preload unit consisting of a preload electrical resistor 15 connected in series with a ruled switch K3, and

or a ruled switch K1 mounted in parallel with the preload unit 14.

The three modules 11 mounted in parallel are also electrically connected to the power controller 12. The power controller 12 makes it possible to vary the power sent to the motor between a zero power and a maximum power. This power sent to the engine is a function of the power required by the user (for example, leaning on a vehicle accelerator pedal).

In the embodiment shown in Figure 4, the power controller 12 comprises a capacitor mounted in parallel with a drive. The capacitor allows filtering of the signals sent to the drive. The drive allows you to vary the power sent to the motor depending on the use of the vehicle.

The treatment unit 2 is connected to the power controller 12 by means of the first communication bus 51. This allows the treatment unit to decrease / increase the value of the maximum power defined in the power controller.

In one embodiment, the treatment unit 2 is adapted to linearly decrease (respectively increase) the value of the maximum power defined in the power controller. For this, the treatment unit transmits a plurality of intermediate signals corresponding to intermediate maximum power values to the power controller through the first communication network. The values of the successive intermediate signals are:

- decreasing in the case of a progressive decrease in the maximum power available to the engine, or - increasing in the case of an increase in the maximum power supplied to the engine.

The principle of connection / disconnection of the modules is described in more detail below.

Boot Authorization Control

Before any connection of the modules 11 to the motor, the treatment unit verifies that there is no divergence between the voltage of the different modules 11. If the voltage divergence between the different modules is part of an authorized range of values, the unit of treatment and / or the supervisor authorizes the starting of the vehicle. Otherwise, the start of the vehicle is not authorized and the treatment unit indicates to the user through the supervisor that the vehicle load must resume.

Preload Phase

Once authorized to start the vehicle and before connecting the different modules 11, a preload phase is carried out during which:

- for a given module, the switches (ie power contactors) K3 and K2 are closed and switch K1 is open,

- for the other modules, switches K1, K2, K3 are open.

The treatment unit measures the Vbatt voltage at the terminals of the given module and the Vpack voltage at the terminals of the power controller. When certain criteria are met (for example, Vpack> 95% of Vbatt, and Ipack <2A), the preload is considered terminated. This preload stage allows the voltage at the terminals of the filtering capacitor (and of the inverter) to be raised, at the same level as that of the given module to avoid strong and destructive currents when the connection of the other modules takes place.

Only one of the modules could comprise the preload circuit 14 and be used to carry out this preload phase at each start of the vehicle. However, to preserve the modules when this preload phase takes place, these are used alternately at each start-up of the vehicle, depending on orders given by the treatment unit. This allows the operation of the energy storage unit even when a module is disconnected.

Module connection

Once the preload phase has been completed, the treatment unit orders the connection of the modules with the power controller. The module that has been used in the preload phase is connected first. To connect this module, its associated switch K1 is closed and its associated switch K3 is opened (K2 remains closed). The other modules are then connected (after the timing), closing switches K2 and then K1 for each of these modules successively.

In the case of a treatment unit comprising three modules, the states of the governed switches are as follows in the connection phase:

- initial conditions:

The preload is effective, without “Divergence Tension Pack” alarm (alarm related to voltage divergence between modules);

- connection of the first module:

or the ruled switch K1_pack1 is closed, K2_pack1 remains closed,

^or the ruled switch K3_pack1 is open, (the first module is connected);

- timing launched by the treatment unit, once the timing is over, it goes on to the next stage,

- connection of the second module:

^or the ruled switch K2_pack2 is closed, and then

or the ruled switch K1_pack2 is closed (the second module is connected),

- timing launched by the treatment unit; once the timing is over, it goes on to the next stage,

- connection of the third module:

^or the ruled switch K2_pack3 is closed, and then

or the ruled switch K1_pack3 is closed (the third module is connected).

It will be noted that the connection is evidently made after a rolling request from the vehicle.

Rolling phase

Once the three modules are connected, the vehicle is in the rolling phase. The treatment unit measures one (or several) parameters related to the different modules, such as:

- the electrical voltage at the terminals of each module,

- the temperature of each module,

- the electric current of each module, etc.

These values are compared with pre-registered threshold values.

When the comparison operation indicates that the measured values are normal, the three modules remain connected to the power controller.

However, when the measured values are not normal for one of the modules, the treatment unit declares the module defective. In this case, the treatment unit starts the maximum power limitation and disconnection stages of the defective module illustrated in Figure 2.

Initially, the treatment unit 2 alerts the user of the detection of an anomaly. For this, the treatment unit 2 sends a message to the supervisor 5 that relays the information to the first communication bus 51 of the vehicle to inform the user through a pilot located in the instrument panel of the vehicle, for example, and / or of an audible alarm.

Once the alert has been carried out, the treatment unit 2 launches a timer (or timer) of a few seconds (for example, 1 minute) to give the user time to set aside or in an adapted place (in the right lane if on the highway, etc.).

When the time interval measured by the timer is terminated, the treatment unit instructs the power controller to decrease the value of the maximum power delivered to the motor (power controller threshold power). Thus, the power demand made by the user decreases progressively and no longer depends on the user's maneuvers when it demands a power greater than the maximum power.

The treatment unit also measures the value of a disconnection parameter linked to the power requested by the motor (such as the speed of the vehicle or the intensity of the drive or motor, for example). Once the value of the disconnection parameter is lower than a setpoint value, the treatment unit - which obtains this information from the first communication bus of the vehicle (for example, vehicle speed) or some unit measurement sensors of storage of electrical energy - orders the disconnection of the defective module.

For this, the treatment unit orders the opening of switches K1 and K2 of the defective module. There is no additional verification to do since, due to the decrease in the maximum power available to the motor, the Ipack electric current through the power controller is lower than a threshold value that allows the faulty module to be disconnected without problems.

Once the defective module is disconnected, the treatment unit orders the opening of switch K4, which corresponds to a safe state, since all the governed switches of the defective module are open. This configuration does not conform to the classic stop configuration in which K4 remains closed to keep the module at an adapted temperature.

Once this stage has been carried out, the treatment unit informs the driver through the supervisor, communicating with the first communication bus of the vehicle and restores the normal operation of the power controller, gradually increasing the maximum power supplied by the modules.

Advantageously, the treatment unit can store information about the defective module in memory. This allows the defective module to be reconnected to the vehicle when a next ignition of the vehicle takes place.

In one embodiment, the treatment unit can be programmed to determine a category of defective module anomaly. In particular, the treatment unit can be programmed to determine if the defective module anomaly is:

- a resorbable anomaly, for example, in the case of insufficient module load, or

- a non-resorbable anomaly, such as the degradation of a component that constitutes the defective module.

Depending on the category of the anomaly, the treatment unit can be programmed to perform various actions. For example:

- in the case of a resorbable anomaly, the treatment unit can be programmed to determine if the defective module can be reconnected to the vehicle when a subsequent start of the vehicle takes place, - in the case of a non-resorbable anomaly, the treatment unit can be programmed to emit information for the user on the first CAN communication bus of the vehicle and informing him of the Need to send the vehicle for maintenance.

The person skilled in the art will appreciate that numerous modifications can be made to the procedure and system described above without materially departing from the new teachings and the advantages described herein.

For example, the treatment unit may be formed in one piece with or separated from the electrical energy storage unit. Also, this treatment unit can be formed in one piece with or separate from the supervisor. On the other hand, some functions performed by the treatment unit can be executed in the power controller.

Claims (13)

1. Procedure for controlling the operation of the power supply of a vehicle (3) to an electric motor, this vehicle (3) comprising: - at least two energy storage modules (11) connected in parallel, said modules (11) being able to provide the electric motor (4) of the vehicle with an electric power supplied between a predetermined minimum power and a predetermined maximum power, - a power controller (12) that allows controlling the power supplied by the modules (11) according to the power required by the vehicle user, and - a treatment unit (2) that allows diagnosing said modules (11) and directing said power controller (12), This procedure comprising the following stages: - detecting (100, 110) a malfunction of at least one defective module, by said treatment unit (2), this procedure being characterized in that the power controller (12) comprises a capacitor mounted in parallel with a power inverter sent to said electric motor and that said method also comprises the following steps, performed after said detection stage: - govern (120, 130) said treatment unit (2) so that it acts on said power controller (12) to decrease the maximum power provided by the modules to the electric motor, while maintaining it strictly superior to a null power, said maximum power of said power controller (12) corresponding to a threshold power of the controller, - electrically disconnecting (140) each defective module after the stage of decreasing the maximum power executed by said power controller (12). 2. A control method according to claim 1, wherein the step of power reduction comprises the sub-stages consisting of: - govern the decrease of the maximum power that can be provided by the modules (11), and then - wait for a predetermined period of time before executing the disconnection stage. 3. The control method according to claim 1, wherein the step of decreasing power comprises the sub-stages consisting of: - govern the decrease of the maximum power that can be provided by the modules (11), and then - acquire at least one parameter linked to engine power (4), - verify that said at least one parameter satisfies a power reduction criterion: or if said power reduction criterion is satisfied, then the disconnection stage is executed, ^or if not, return to the acquisition stage of said at least one parameter linked to the motor power (4). 4. Control method according to any of the preceding claims, wherein the detection step comprises, for each module (11), the following sub-stages: - acquire (100) at least one representative parameter of characteristics of the module (11) considered, and - for at least one parameter, compare (110) the value of the parameter with at least one predetermined threshold value to identify an eventual anomaly of operation of the module (11) considered. 5. Control method according to any of the preceding claims, further comprising a step (160) according to which the treatment unit (2) acts on the power controller (12) so that increase the value of the maximum power that can be provided by the modules (11), this increase stage being executed after the disconnection stage. 6. Control method according to any of the preceding claims, further comprising a step of transmitting an alert signal to a sound or visual warning of the vehicle (3) to inform the user of the anomaly and / or disconnection. 7. Control method according to any of the preceding claims, wherein the step of decreasing the power consists in continuously decreasing the maximum power that can be provided by the modules (11), so that the maximum power variation is progressive , particularly linear. 8. A control method according to any of the preceding claims, further comprising a waiting stage of a predetermined duration between the detection stage and the decrease stage. 9. Control method according to any one of the preceding claims, further comprising, during at least one start of the vehicle (3), a preload stage of the power controller (12), said preloading step comprising the electrical connection of the controller of power (12) to a given module (11) to increase the voltage at the terminals of the power controller (12) prior to its connection to the modules as a whole. 10. The control method according to the preceding claim, wherein the preload stage comprises a sub-stage consisting of selecting a different given module (11) at each start of the vehicle (3). 11. A control method according to the preceding claim, wherein the preload stage comprises, prior to the selection sub-stage of a different given module (11), a sub-stage consisting of determining a group of defective detected modules (11) during a previous start of the vehicle, the selection sub-stage consisting in selecting a given module from among the modules that do not belong to the group of defective detected modules. 12. Control method according to any one of the preceding claims, wherein at least one energy storage module (11) comprises a plurality of elementary battery cells connected in series. 13. Control system for the operation of the power supply of an electric motor vehicle (3) (4) comprising at least two energy storage modules (11) connected in parallel, said modules being suitable for providing the motor ( 4) an electrical power supplied between a predetermined minimum power and a predetermined maximum power, this system comprising: - a treatment unit (2) that allows detecting a malfunction of at least one defective module (11) and disconnecting each defective module, - a power controller (12) that allows controlling the power supplied by the modules according to the power required by the vehicle user, this system being characterized in that the maximum power corresponds to a threshold power of the controller, this controller comprising of power (12) a capacitor mounted in parallel with a power inverter sent to said electric motor, and because said treatment unit (2) allows said power controller (12) to be directed particularly to decrease the maximum power provided by the modules to the electric motor, while maintaining it strictly superior to a zero power.